Automobile.



No. 657,38l. Patented Sept. 4, I900. w. '0. BARNES. AUTOMOBiLE.

(Application flled Dec. 1, 1899.) (No Model-J WITNESSES N VEN TOR rue mums versus co. Puomurnu WASHINGTON, D, c.

Patented Sept. 4, I900.

9 8 8. EEL. M" SD AU Bum .0 O m O W m p M m 7 5 6 0 N 3 Sheets-Sheet 2.

(No Model.)

I lNVENTO W0.

W/ TN E SSE S A 77'0RNEYS No. 657,38l. Patented Sept. 4, I900.

W. 0. BARNES.

AUTOMOBILE. imion filed. m 1, 1899.)

3 Sheets-Sheet 3.

(lo ll odal.)

WITNESSES INVENTOH mun-6 UNITED STATES? PATENT OFFICE.

WILLIAM 0. BARNES, or STAMFORD, CONNECTICUT.

AUTOMOBILE.

SPECiFICATIlON forming part'of Letters Patent No. 657,381, dated September 4, 1900. h I Application filed December 1, 1899. Serial No. 738,884. No model.)

To all whom/it mag concern.-

Be itknown that I, WILLIAM O. BARNES, a citizen of the, United States, residing at Stamford, in the county of Fairfield and State of Connecticut, have invented a new and Improved Automobile, of which the following is a full, clear, and exact description.

One object of the'invention is to distribute propelling power from the motor or engine to all four wheels of the vehicle or to the rear wheels or to the two front wheels and to provide means whereby the vehicle may be read ily and easily steered when the front wheels are used as driving-wheels.

' A further object of the invention is to so construct the running-gear that the drivingwheels, front or rear, may be spread apart from. the ground upward.

The invention tconsis'ts in the novel construction and combination of the several parts, as will be'hereinafter fully set forth, and pointed out inthe claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures.

Figure 1 is a side elevation of a vehicle havingtheimprovement applied. Fig.2 is a front elevation of the same. Fig. 3 is a-detail sectional view illustrating means of transmitting power to the various shafts. Fig. 4 is a vertical section through one of the front stubaxles,showing a wheel-hub and driving-shaft.

Fig. 5 is a vertical section on the line 5 5 of Fig. 4. Fig. 6 is a front elevation of an end of the front main axlen Fig. 7 is aside elevation of one of the front stub-axles removed. Fig.8is a front view, partiallyin section, of a rear stubaxle and driving-gear. Fig. 9 is a section taken practically on the line 9 9-of Fig. 8.

Fig. 10 is a perspective View of the'outer end 0 represents a main or supporting axle adapted for attachment to the body D of the vehicle, and E represents a motor of any suitable description attached to the main or supporting axle C; but the motorE is preferably self starting and reversing. The motor illustrated is of the gasolene type and is provided with the usual tank and carbureter E.

The main or supporting axle O is archshaped and is provided at each leg with an offset-10 near'the bottom and a bottom oifset 11, also suitably spaced, as illustrated in Fig.

j 3. The main or supporting axle O is connected with the'body D of the vehicle by means of springs 12, and these springs, which may be of any desired character, are secured to the said main'axle above the offsets 10, suitable extensions 12 being provided to receive 1 the clips utilized in securing the said springs,

as is also shown in Fig. 3. The main or supporting axle C is adapted to carry at each of its side members a stub-axle F, which axle consists of a tubular body 13, said body bearms 13 and 14 being practically in the same The upper arm 13 of the.

vertical plane. stub-axle F is provided with a knuckle13'7, which isintrod uced between the knuckles 1O ofthe upperoffset lO'from the main or supporting axle, as is illustrated in Fig. 4. The

arm 14 is provided at its lower end with a knuckle14ywhich enters the space between the lower end of the main orsupporting axle,

fasis also shown in Fig; 4, and the knuckles 10 and 13 'and the-knucklesll and 14 are pivotally connected through the medium of suitable pins 15, as is also shown in Fig. 4. It may here be remarked that the downwardly-extending members of the main or supportingaxle 0 between the upper and lower knuckles formed thereon are provided with openings 0, adapted to admit of the passage of a portion of the front axle A. The connection between the stub-axles F and the main or supporting axle C is made in the same manner at each side of the main axle.

As heretofore stated, the front driving a'xle A is constructed in sections. The outer or end sections a of the said front driving-axle A are mounted to turn in' the stub-axles F, and theseouter sections a of the front driving-axle are preferably made tapering, being smallest at their outer ends, and the bores ofthe body portions of the stub-axles arecor Under this construcrespondingly tapered. tion it will be observed that'the outer end sections a of. the front'driving-axle A are given a downward inclination. At the inner end of each outer section aof the front driving-axle A a fork 16 is provided, extending within the space between the upper andlower knuckles of the main or supporting axle, as

. shown in Fig. 4, and the extreme outer end 17of each .outer section a of the front axle A is reduced and threaded to receive a lock-nut 18. A bushingor skein 19 is mounted to turn upon the outer surface of the body of eachstub-axle F, and each bushing or skcin is pro- ;videdwith an interior shoulder 20, against which the outer ends of the body portions. of

' the stub-axles abut, and each axle-skein or shoulder22,againstwhich theshoulderforrned bushing 19 is further provided withan outer on the front axle-section a abuts when the skein is placed in position thereon, as is also shown in Fig-4, and the inner end of each axle-skein or bushing 19 is made to engage with or be in close proximity to a shoulder 21, formed on the stub-axles F, where the 1 body 13 of the said axles connects with the recesses. produced in the hubs.

upward and-outward inclination, as shown inFig.2. I. V ".With reference tothe construction of the: forward"driving-axleA, :as stated, this axle arms 13 and 14, as is also shown in Fig. 4.

Each axle-skein or bushing 19 is attached to anfoutersectiona of the'driv-ing front axle A by producingupon one part a feather 23," adapted to enter a corresponding groove pro-' duced in the other part, as is indicated in Figs. 4and 5. The hubs 24 of thefron twheels 25 are secured'in any suitable or approved manner to the bushings or s'keins l9 but If these hubs are preferably held in position on the skeins l9 by forming exterior annular flanges 26 at the inner ends of the bushings or skeins and. placing nuts'26 on the outerendsof the bushings,'l which enter suitable It will. be observed that the wheels 25 stand ,atless than arightangle to the ground, having n;

is made in sections, and the sections comprise the outer sections a, above referred -to,- a central-tubular.section a2, a solid ysectio'n a which entersthertubularj section"a "and intermediate] sectionsal, which connect' the.- end 'sectionsja. The intermediate sections a, through the medium ofthe forks 16,, have ainniversal connection with the said end sections a,:and at the right-hand end of the tubular section fa a fork 28 is produced, whereby a universal connection is made with the left-hand intermediate section a, while affork 29 is formed at the right-hand end of the central solidsection a of the axle A, enabling this section to have a universal connection with the right-hand intermediate sectiona, as is clearly shown in Fig. 1. The central or tubular section a is preferably mounted to turn in bearings 27, extending from the framesupporting the motor E. A connecting-bar 30is pivoted to forwardlyextending arms f,-'w'hich form a portion of 'the upper members of the arms 13 of the stub-axles F. The office of this connectingbar 30 is to keep the two front wheels'in their proper relation during the operation of steering and to cause them to act together during such operation.

The-steering is effected through the mediu m of a vertical shaft 31, located usually near the left-handside of the'vehicle at the front, the said shaft being provided with a suitable handle 32 at its upper end. A crank-arm 33 is secured to the lower end of the steering shaft 31, and this crank-arm is pivotally connected with one end of a bar 34, which bar at its opposite end is pivotally connected to the bar 30, connecting the stub-axles at or near the right-hand side of the latter, as

shown in Figs. land 2. The line of the hinge connection between the stub-axles and the main or supporting axle A should be inclined, so as to intersect the ground in or near the plane of the wheels in order to preventunevenness or obstructions in the road causing undesirable shock to the steering-gear,'and in order that the vehicle may have a tendency to run straight I prefer to have the inclined line of the said connection intersect the ground a short distance inward from the vertical plane of the wheel. It will be seen that as the stub-axles are connected together by the rod 30 the weight of the wagon will I have atendency, depending fo'ramonnt upon the'inclination of the hinged axis between the stub and mainaxles, to keep t-hewheels straight, since turningv the wheelsto either side will cause the main or supporting axle A-and' the body D of the vehicle to be raised farther frointlie ground. p I

[Ia-m, aware. that steering stub-axles have beenprovided with inclined hinges, so that the hinge-axes intersect the ground, in the planeof'thew'heel, but I am not aware that a .tubnlar'stub-axle adapted tocarry a driveshaft has been provided with suchv an inclined hinge; nor am liaware that it has ever be'en proposed to provide a stub-axle with a hinge of such inclination that the weight of thcwagon will create a tendency to runstraight.

QJIn Fig. 8 Ihave illustrated the rearax-le B,

which axle'islconstrncted in sections-and in the construction of the said axle two tubular stub-axles Hand 11 are employed, which cor- J respondto the-front stub-axles These rear .hicle.

stub-axles H and H are provided'with spherical enlargements 35, preferably concentric with the bores 36 of the same, and said rear stu b-axles are supported in spherical sockets 37, which are securely bolted or fastened to the rear springs 38. In this manner the rear axle B is connected with the body of the ve- This construction is adapted to secure self-alinement of the stub-axles when the sections of the rear driving-shaft, to be hereinafter described, are passed through them. The motion of the stub-axles in their sockets is limited by small teat-like projections 39, extending from the sockets 37 into openings 40 in the lower ends of the sockets, as shown in Fig. 8. The outer ends of the stub-axles are formed into conical or tapering journals 41 to receive'the hubs 42 of the rear wheels 43, so thatthe rear wheels will have the same inclination relative to the ground as the forward wheels. The axes of the wheel-journals are inclined to the axes of the bores of the journals, and hence to the sections of the rear driving-shaft received by them, as will be hereinafter described, so as to allow the two rear wheels to spread apart from the ground upward.

With reference to the construction of the rear axle B a hollow shaft 44 is journaled in the stub-axle H and a shaft 45 is journaled in the hollow shaft 44 and likewise in the rear stub-axle H. The shaft 44 is shouldered against the inner end of the stub-axle H. The shaft 45 is provided with a shoulder 46, bear.

ing against the inner end of the shaft 44, and.

is also shouldered against the inner end of the stub-axle H in the same manner as the shaft 44 is shouldered against the stub-axle I-I. Both ends of the shaft 45 are threaded, as shown at 46 with reference to one end of said shaft, in Fig. 10. The outer end of the tubular shaft 44 is provided with a slot 47, as shown in Fig. 11, and the shaft 45 is furnished near that end which passes through the stubaxle H with a shoulder 48, having opposing slots 49 produced therein, as shown in Fig. 10. In connection with the ends of the shaft 44 and 45 andthe rear stub-axles concavo-couvexed washers 50 are employed, having slots 51 in their convexed sides and being provided with lugs 52 on their concaved sides. These washers are passed over the ends of the shaft 45 and rest against the slotted ends of the tubular shaft 44 and the shoulder 48 of the shaft are provided with lugs 54 on their concaved sides. These washers 53 are passed over the ends of the shaft 45 and rest on skeins 55,

provided for the hubs of the rear wheels, the said skeins being mounted on the stub-axles H and H. The convexed sides of the washers 50 receive the lugs 54 of the washers 53, which mesh into theslots 51 and into slots 56 in the ends of the axle-skeins 55. Smaller concaved washers 57 are provided, each having a feather or key adapted to fit into keyways 58, cut into the ends of the shaft 45 and rest against the outer sides of the washers 53, and nuts 59 are screwed onto the ends of the shaft 45, thereby holding the several parts in their proper relative position. The holes 60 in the washers 50 and 53 are somewhat larger than the ends of the shaft 45, which pass through them, and it will be seen that they form universal couplings between the sectional driving-shaft B and the hubs of the rear wheels. The washers 50 may be dispensed with and the lugs 54 on the washers 53 be so arranged as to engage directly with the shaft end or shoulder, and other modifications of the coupling may be employed without departing from the spirit of the invention; but the form here shown is the preferred form. The rear stub-axles here shown may be made in one piece, if desired, or they may be rigidly connected together.

A sprocket-wheel'61 is loosely mounted on the rear shafts 44 and 45 of the rear axle B and is provided with a box or a casing 62, inclosing and carrying two or more bevel-pinions 63, meshing into bevel-gears 64, keyed 9 or otherwise secured, one to the shaft 44 and the other to the shaft 45, as is shown in Fig. 8. This combination of gears forms a set of compensating gears distributing the powersupply to the sprocket-wheel 61 and the shafts 44 and 45.

A driving-shaft 65 is mounted between the front and rear axles A and B, and, as shown in Fig. 3, a disk 67 is keyed to the drive shaft, which disk carries two bevel-pinions 68 and 69, which pinions mesh into and distribute power to bevel-gears 7 O and 71. These bevel-gears 70 and 71 are loosely mounted on the shaft 65. The gear 70 is provided with a sprocket-pinion 72 and furnishes power to the rear driving-shaft by means of a chain belt 73 and the compensating gearing inclosed in the casing of the sprocket-wheel 61 011 the rear axle. The gear 71 has a disk 74 secured thereto, and the said disk carries two bevelpinions 75 and 76, which mesh into and distribute power to bevel-gears 77 and 78. The gear7 7 is journaled on the hub of the gear 71 and is provided with a pinion 79, meshing into a gear 79, attached to the section a of the front driving-axle A. The gear 78 is IIO journaled on the shaft 65 and is provided a prime compensating gearing to distribute the power to two secondary compensating gearings, which in turn distribute the power to the wheels of the vehicle with which they are respectively connected, audit is obvious that by. altering the diameter of the wheels or the proportions of the transmitting-gears the power can be distributed to the front and 1 rear wheels in any desired ratio.

Varyingwith'the character of the vehicle and the use for which it is designed, Isometimes prefer to use all four wheels as drive ing-wheels, as isherein shown. Again, I may prefer to use only the front wheels as driving-wheels, and still again it may be prefer-" able to use only the rear wheels as drivers. In order to use only the front wheels as driving-wheels, the disk 74 is made fast to the shaft 65, and the rear wheels and axles here shown, may be replaced by those of any usual construction, and the compensating gears on the disk 67 being no longer needed may be dispensed with, a suitable bearing of course being provided for the gear 7 7. In order to use only the rear wheels as driving-wheels,

' the sprocket-pinion carried by the gear 67 is mentioned is such that as the hand-lever 83 a a is operated in a manner to apply the brake made fast to the shaft 65, and the rest of the gearing shown on the shaft may be dispensed with. The front driving-shafts may also be removed, suitable provision being made to retain the front wheels on the stubaxles.

A suitable crank-shaft 82 is journaled in bearings attached to the body D of the vehicle,.and the said crank-shaft is provided with a hand-lever 83'-and crank-arms 84 and 85. The crank-arm 85 is connected by a bar 86 withfa controlling device for the motor E, the

attachment being usually made to the controlling-valveof the motor. The crank-arm 84 is attached to a brake-strap 88,-which strap encircles the disk 67, the other end of the strap being secured to the body of the vehicle. The disposition of the parts just the power is shut off at the motor, and vice versa. j

Having thus describedmy invention, I claim as new and desire to secure by Letters Patent- 1. In a horseless vehicle, a steering-wheel,"

a tubular stub-axle, an arch-shaped main axle or frame having offsets pivotally connected with the stub-axle'the. axis of the pivotal connection being inclined, and a driving-shaft extending through an opening in I a the main axle'or frame and connected with the wheel. 1 v

' I 2. In a'horseless vehicle, a steering-wheel,

a tubular stub-axlehaving arms at its inner end, and an arch-shaped main axle or frame provided with ofisets pivotally connected with the arms of o the stub axle, the axis of the tions of the driving-shaft having universal connections, as described,

4. In a horseless vehicle, the combination of a tubular stub-axle having arms at-itsinner end, an arch-shaped main axle or frame formed at each leg with offsets, pivotally connected with the arms of the stub-axle, the pivotal joint being inclined, a steering and driving wheel mounted on thesaid stub-axle, and a sectional knuckled drivingshaft extending through an'opening in the mainaxle or frame and connected at one end with said wheel. v

5. In a horseless'vehicle, the-combination of a tubular axle, a bushing or skein mounted to turn upon the outer surface of the body of the tubular axle, the bushing or skein bein g provided with an interior shoulder against which the outer end of the tubular axle abuts, the said'bushing-being further provided with an outer shoulder, a driving-wheel secured to said bushing or skein, a driving-axle passed through thetubular axle, and a keyway and feather connection between the axle skein or bushing and the driving-axle, the outer end of the said driving-axle adjacent to said connection being reduced forming a shoulder adapted to abut against the outer shoulder on the bushing, the said reduced end of the axle being formed with a threaded surface, forthe purpose set forth. V

6. In a horseless vehicle, the combination of 'a hollow stub-axle provided with an extending arm,'an arch-shaped frame or main axle having oflsets attached to the stub-axle by an inclined pivotal joint, and directing mechanism comprising a bar connected with the extended arm of the stub-axle, a vertical shaft provided with a crank-arm-,and aconnection' between the crank-arm and the barconnected Withjthe extended arm of the'stub-axle, a wheel mounted upon the stub-axle, and a driving-shaft passed through the said'stubaxle, and connectedat one end with the wheel.

7 In a horseless vehicle, the combination of two tubular stub-axles, a frame or main axle connected with the stub-axles byinclined pivotal join ts, supporting 4 wheels secured upon the stub-axles, independent threepart driving-shafts passed through said stub-axles "and each comprising an end section',-an intermediate section,and a central section,one of said central sections bein'g'tubnlar and the other solid and adapted to enter'the said tubular section, a connection between the shafts and the wheels, bearings for the central sections of the driving-shafts adapted for attachment to the body of the vehicle or the motorframefor the same and a connectingfbar loncatedin front ofthe'frame .ormain axle and pivotally connected at its ends with arms on the stub-axle;

8 In a horseless vehicle, combination of two tubular stub-axles, each provided with a driving-axle extending through said stub-' axles, a connection between the driving-axle and the wheels, a forwardly-extending arm forming part of the upwardly-extending arm of each stub-axle, and a connecting-bar pivoted to said forwardly-extending arms for the purpose set forth.

9. In a horseless vehicle, the combination of two tubular stub-axles each having arms at its inner end, an arch-shaped main axle or frame provided withofisets pivotally connected with the arms of the stub-axle, wheels mounted upon the stub-axles, a driving-shaft passed through the stub-axles and connected with the wheels, a forwardly-projecting arm on each stub-axle and a bar connecting the said arms, for the purpose set forth.

10. In a horseless vehicle the combination of a tubular axle having arms at its inner end, an arch-shaped frame or main axle having an upper and a lower offset to which said arms are pivotally connected, and a vehiclespring connecting the main or supporting axle with the body of the vehicle, the said spring being secured to the main axle above the upper offset. l

11. In a horseless vehicle, the combination of an arch-shaped main or supporting axle provided at each leg with upper and lower offsets having an outward direction, the said offsets being each provided with two knuckles spaced apart, springs secured to the main axle above the u pper offset and connect ing the axle with the body of the vehicle, a stub-axle having a downward and outward inclination and carried at each of the side members of the main axle, each of said stub-axlesbeing provided at its inner end with an upwardly-extending arm and a downwardly-extending arm, the said arms having knuckles pivotally connected with the knuckles of the oifsets of the main axle, a wheel carried by each of said stub-axles, sections of a knuckled shaft extending through openings in the downwardlyextending members of the main or supportingaxle betweenthe upper and lowerknuekles thereof and received Within the stub-axles,

and a connection between the shafts andthe sisting of two shaftsections mounted one within the other, the inner section extending beyond the inner end of'the outer section, a stub-axle located upon the outer end of the projecting portion of the inner shaftsection of the axle, means for spring-supporting the stub-axle and holding it against turn-' ing, an axle-skein mounted upon the stubaxle, and couplings between the projecting portion of the inner shaftsection of the axle and the axle-skein.

14:. In a horseless vehicle, the combination of the front and rear axles, a driving-shaft mounted between the same,a disk keyed to the driving-shaft and carrying two pinions, gearwheels loosely mounted on the driving-shaft and engaged by the said pinions,atrain of gear ing between one of said loosely-mounted gearwheels and the rear axle for distributing power to the same, a second disk secured to the other gear-wheel, two pinions carried by said second disk, and gears to which the power is transmitted from-the said pinions the said gears being provided with pinions meshing respectively with gears attached to the members of the front axle, substantially as described.

15. In a horseless vehicle, the combination with the front axle formed of two independent members, and a driving-shaft arranged parallel with the same, of a disk on said driving-shaft, two pinions carried by said disk, and gears mounted to turn loosely on the driving-shaft and to which the power is trans- ICC mitted from the said pinions, one of said gears 'rear axle, of a wheel loosely mounted on the rear axle and driven from the driving-shaft, a box or casing fixed to the said wheel and turning therewith, pinions carried by the box or casing on the inner side thereof and gearwheels secured to the shaft-sections of the rear axle and with which the said pinions mesh respectively, substantially as described.

17. In a horseless vehicle the combination with the rear axle consisting of two shaftsections mounted one within the other and a driving-shaft extending parallel with the rear axle, of a sprocket-pinion carried by said driving shaft, a sprocket wheel loosely mounted on the rear axle, and connected by a chain belt with the said sprocket-pinion, the said sprocket-wheel being provided with a box or casing arranged to turn therewith,

20. In ahorseless vehicle, asteering-wheel, Q name to this specification inthe presence of the same, the said stub axle being provided with a spherical enlargement, a spherical socket receiving said spherical enlargement,

and a vehicle-spring to which the said socket is secnred, substamially as described.

19. In ahorseless vehicle the combination of, the rear axle, the tubular stnb-axlspro-f vided with spherical enlargements concentric with the bores-'of the same, spherical sockets adapted to receive'the said enlargements,i springsconnected with the body of the V6} hicle and secured to the said sockets, and meansfor limiting the motion'of the stubaxles intheir sockets, substantially asde scribed.

a driving-axle constructed in sections and i connected therewith, a tubular stub-axle,%

having arms at its inner end, and anarchshaped main axle or frame pivotally con-: nected with the arms of the stub-axle, the f pnrpose st forth;

sswlee axis {ofthe pivotal connection being inclined, the outer or end section; of the vdriving;-axle ,being mounted to turnin the stubaxle, and

- of two tubular stub-axles, an archrshfaped' main frame or axle pivotally connected at its legs with the stub-axles, ,the axis of the pivotal connection be ,ing inclined, wheels ,monnted uponthe stnibaxles, aidriving-axle made in sections, the outer or end sections of the axle being monntedto turn in the stubax-les and having a downward-.inclin'ation, and a barconnecting the stub-axles, forzthe In testimony whereof have signed my two subscribing witnesses.

j WILLIAM 0, BARNES. Witnessesz Q J. FRED. ACKER,\

AUGUST 1. TEYETMEIEN, 

